Compact development of urban form by Maitreyi Yellapragada

PLANNING FOR SUSTAINABLE REDEVELOPMENT THROUGH COMPACTION OF URBAN FORM CASESTUDY: HYDERABAD

Presented By : Under the guidance of:

Maitreyi Yellapragada Batch of MCP 2012-2014 12AR60R21 Prof. (Dr.) Jaydip Barman

Are we moving towards sustainable cities or town cramming?

INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT

The Urban Predicament Compact Development

Urban Form – measuring compactness

SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES

DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS

Models for Redevelopment Context of Developing Countries

THE URBAN PREDICAMENT Cities in developing countries are expanding very rapidly. Most of the development is in the form of urban sprawl at the fringe of the urban areas (Ginsburg et al., 1991).

Common Concerns

• Increasing pressure on land, water and environment • Depleting

natural

resources,

valuable

natural

habitats and hinterlands • Loss of agricultural land • Long commutes and traffic jams • High social and infrastructure costs • Leap-frog development Threat to health of our families, our communities, and the ecosystems that sustain us.

This triggers the need for optimization of use of resources at hand 1989

2000

2005

2010

LANDUSE TRANSFORMATION: HYDERABAD

Source: NRSC Datasets, Hyderabad

INTRODUCTION

COMBATING URBAN SPRAWL COMPACT CITY

NEO-TRADITIONAL DEVELOPMENT

ECO-CITY

SMART CITY

URBAN CONTAINMENT

INTRODUCTION

THE COMPACT CITY CONCEPT

COINED BY DEFINITION

The term Compact City was coined by George Dantzig and Thomas L. Saaty, two mathematicians, in 1973 whose utopian vision was largely driven by a desire to see more efficient use of resources. Attempts to increase built area and residential population densities; to intensify urban economic, social and cultural activities and to manipulate urban size, form and structure and settlement systems in pursuit of the environmental, social and global sustainability benefits derived from the concentration of urban functions.

Urban form:

Dense and proximate development patterns Urban areas linked by public transport systems Accessibility to local services and jobs

Spatial characteristics:

Mixed land use Diversity of life Social interaction Feeling of safety in numbers - 'eyes on the street' Clear identity

Source: Rod Burgess, Compact Cities, Sustainable Urban form for Developing Countries

Source: OECD Compact City Policies

Compact urban form can be a major means of guiding urban development to sustainability, especially in reducing the negative effects of the present dispersed pattern of development in Western cities (Jenks et al., 1996).

The promotion of compact development could help • Protect the loss of prime agricultural land, • Reduction in environmental footprint due to increased density • Reduce development costs, • Reduced reliance on automobiles • Reduce pollution • Save energy and thereby, promote more sustainable urban development.

Elkin et al, 1991

INTRODUCTION

measuring compaction through

Urban Form is the "general pattern of building height and development intensity" and the "structural elementsâ&#x20AC;&#x153; that define the City physically, such as natural features, transportation corridors. open space, public facilities, as well as activity centers and focal elements.

URBAN FORM

Source: Framework of Los Angeles General Plan

The components of Urban Form

Density Population Housing Built-up area Density of public transport

Landuse

Layout

Mix use of activities Location of development Employment

Proximity to services Share of urban land Open spaces

Housing/Bldg Infrastructure Type of housing Mixed use buildings Verticality FAR

Length of transport lines Access to servcies

Brenda and David (2002) Source: Compact City Policies: A Comparative Assessment for OECD Nations

INTRODUCTION INTRODUCTION

MODELS FOR (RE)DEVELOPMENT

Concentrated Development

Concentrated Decentralization

Context? Source: Rod Burgess, The Compact City Debate; Sustainable urban Forms for Developing Countries

High Rise

Dispersed High Density

Urban Restructuring of core

Fringe | Peri-Urban

Linear TOD Model

Low Rise

Compact

Low Density

Dispersed

Growth along structural axes or transit networks

INTRODUCTION

Cities in the developing countries are by virtue of the prevailing social and economic conditions are compact and higher in density Traditional Compact City

Metros today

DEVELOPING COUNTRIES High population density, which is prevalent in many developing countries, indicates that urban land resources are acutely scarce, and makes compact cities a necessity rather than a choice. (Jieming Zhu, 2011)

Added Concerns • Fast-growing • Inherent Compactness of inner core – little impact on urban containment • Key issue of Unsustainable Urban form • Inadequate infrastructure • Located in naturally hazardous areas, areas of high relief, on the floodplains major rivers,

Urban restructuring has become a major strategy for realizing the sustainability benefits of compaction in developing countries. (Rod Burgess, Compact City Debate, 2000) Source: EuroIndia Newletter, Vol 6

DEVELOPING INTRODUCTION COUNTRIES

INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES

DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS

Aim Objectives

AIM Planning for the formulation of Sustainable Redevelopment Strategies for the city of Hyderabad, by assessment and compaction of urban form.

OBJECTIVES 1.

Appraisal of the spatial growth pattern of the city and current trends in redevelopment and compaction under the domains of density, infrastructure, transport, urban layout and landuse.

Comprehensive study of the elements of urban form and qualitatively analyse to identify priority planning zones.

Study of Compact City Indicators to aid in quantification of urban form for compactness assessment.

Analysis and assessment of established urban form norms in identified planning zones.

Comparative analysis of identified planning zones to establish a trend for urban compact form.

Proposal for Redevelopment Strategies in the form of Urban Design solutions and City level policies for achieving a compact urban form in the planning zones.

AIMS & OBJECTIVES

INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES

DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS

Addressing need for Compactness in cities of developing countries Formulation of Aim and Objectives

Studies on Compact Urban form (Developed and Developing Countries) Case Studies on Redevelopmen t strategies undertaken

Study of Sustainability Indicators for compaction Density Landuse Housing/ Building type

Urban Form Analysis

Identification of zones for Redevelopment in order to establish the planning area

Urban Layout Infrastructure

Preparation of Detailed Questionnaire/ Evaluation Criteria

Primary Survey

Data Collection/ Secondary Survey

Concentrated Low Rise | High Density Concentrated Decentralisation Along transport corridors Suburban/ fringe Mapping the Planning Area

Inferences from survey findings | Projections

Data Analysis Suitability Compactness Evaluation

Formulation of Redevelopment Strategies

Formulation of Final Set of Proposals and Urban Design strategies

LITERATURE REVIEW

Literature Review

ANALYSIS

Study of spatial growth pattern of Hyderabad and current trends in compaction and redevelopment

INTRODUCTION

Identification of Issues associated with urban sprawl

Fiscal Planning Action Area Plans Phased Development

METHODLOGY METHODOLOGY

PROPOSALS

INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT

Evolution of the City Urban Character

Existing scenario

SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES

DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS

Need for Study/ Intervention

BRITISH CANTONMENT

Kukatpally

CONGESTED CITY OF GOLCONDA

Ameerpet

Abids

NEW CITY: CHARMINAR

EVOLUTION OF THE CITY

Secunderabad

Golconda

Koti

Dilshuknagar

• Poly-centric growth pattern • Saturation of MCH region

Charminar

• Rapid densification of areas around commercial nodes and industrial sites • Increase in area from 55 sq. km in 1937 to 650 sq. km in 2013 • Population was 7.75 million in 2012 and is expected to be 13.2 million in 2021

Source: Municipal Corporation Of Hyderabad

HYDERABAD CITY CONTEXT

Urban Character Low rise Low density Dispersed

70% Decadal Growth Rate High rise Low Density Dispersed

19.2% Decadal Growth Rate

Low rise High Density Compact

DENSITY

ECONOMIC POTENTIAL

Source: CDP, Hyderabad

HYDERABAD GREATER CITY HYDERABAD CONTEXT

Decline in water bodies â&#x20AC;&#x201C; Encroachment of settlements over lakes Decline in fallow land â&#x20AC;&#x201C; occupied for urban use Rise and fall of Low Density Urban areas Trending steady rise of High Density Urban areas

Source: CDP, Hyderabad

Profligate use of land, both in developed and developing countries, result in a disproportionate use of resources and urban forms that are often unsustainable (Jenks et al., 1996).

This emphasizes on the need for a Model for Sustainable Development of the degrading Urban Form and Quality of Life in cities and particularly in the renewal/ redevelopment of existing urban form

NEEDNEED FOR FOR STUDY STUDY

INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES

DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS

SCOPE: •

The scope of the thesis shall primarily address only three planning zones/ neighbourhoods - Detailed demarcation of site area shall follow a pilot Urban Form Analysis - Assuming the criteria to delineate and area of 4-5 sq. km from an existing transport node (10 min cycling distance or 800m radius)

•

A comparative analysis of the three different planning profiles on the basis of delineated parameters to establish as to which of them is a more feasible for compaction.

LIMITATIONS: •

Considering the wide scope of parameters for study, predominant thrust shall be laid primarily on the Expert Opinion Survey to arrive at priority parameters (dependant on the Urban Form analysis and data availability and suitability).

•

Attempt to study the Sustainability Indicators and Compact City Policies from existing research only (OECD Compact city Policies, research papers addressing compact urban form).

•

Development of models for assessment of compact urban form are beyond the scope. Existing criteria for evaluation from current research shall be adopted.

•

Detailed financial aspects, land market assessment and speculations inherent in the system shall not be focused on.

SCOPE AND LIMITATIONS

INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES

DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS

Perspective from various researchers Character of Compact Development

Evolution of the Concept Comparative Appraisal of associated concepts

TORCH BEARERS OF COMPACT DEVELOPMENT

GEORGE DANTZIG AND THOMAS L. SAATY

• Coined the term Compact City with an utopian vision to see more efficient use of resources.

JANE JACOBS

•The influence of compact urban form often attributed to Jane Jacobs and her book – The Death and Life of Great American Cities. •Supported compact city neighborhoods where different kinds of households and individuals (families, elderly, entrepreneurs, artists, migrants, students) live together • Mix of functions • Short building blocks and an intricate street structure • Opportunities for social interaction as well as a feeling of safety in numbers and 'eyes on the street'.

RICHARD ROGERS – Towards and Urban Renaissance

•Firmly advocates that a sustainable urban form is based on a series of interlinked compact nodes or neighbourhoods which grow around centres of social and commercial activity located at public transport nodes. • The Urban Taskforce under Lord Richard Rogers, which produced the report Towards an Urban Renaissance • Guidance on Housing - introduced a 60% Brownfield target, a minimum net residential density guideline of 30 dwellings per hectare, which were substantially exceeded over the years to brownfield proportion reaching 80% by 2009, and average densities 43 dwellings per hectare • Maximum parking guidelines replacing the previous minima • Policy of intensification around public transport nodes

OPTIMUM USE OF RESOURCES

SENSE OF SAFETY & SECURITY

BROWNFIELD DEVELOPMENT HIGH RISE DEVELOPMENT

WILLIAM, DEMPSEY, 2010

•Stated that Compact Cities are more sustainable urban settlement type than urban sprawl because it is less dependent on the car, requiring less (and cheaper per capita) infrastructure provision • Draw from the experiences of developed countries

URBAN SPRAWL POLLUTION

PETER NEWMAN AND JEFF KENWORTHY

• Compared 32 cities across North America, Australia, Europe and Asia. •Main finding was that denser cities, particularly in Asia, have lower car use than sprawling cities, particularly in North America

URBAN SPRAWL

MIKE JENKS, ROD BURGESS, 1996

• Compact urban form can be a major means of guiding urban development to sustainability, especially in reducing the negative effects of the present dispersed pattern of development in Western cities (Jenks et al., 1996). •To increase built area and residential population densities; to intensify urban economic, social and cultural activities and to manipulate urban size, form and structure and settlement systems in pursuit of the environmental, social and global sustainability benefits derived from the concentration of urban functions.

URBAN SUSTAINABILITY

LITERATURE REVIEW

Zoning of functions makes people depend on private cars.

Compact nodes reduce car uses and allow walking and cycling

Source: Compact, polycentric, sustainable cities Richard Rogers’ concept for an “Urban Renaissance”

LITERATURE REVIEW

INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY

NETHERLANDS

Inherent Compactness

Compact since 1960

LONDON | PARIS

Low Rise High Density

Averting Urban Sprawl and considering poly-centric compactness

HONGKONG | SINGAPORE

High Rise High Density

Land as a scarce resource conducing Urban Renewal Strategies

HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES

Varying Density based on Proximity to transit network

Environment Friendly City based on Linear Transit Network

NEW DELHI

Inverted Compact

TOD Urban Form

AHMEDABAD

Compact Development

City level planning policies

CURITIBA

DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS

Concentrated Decentralisation

NETHERLANDS

Emphasis on Public Transport

Garden City Influence

LONDON | PARIS

HONGKONG | SINGAPORE

CURITIBA NEW DELHI

AHMEDABAD

Brownfield/ Urban Renewal

• •

Compactness Verticality

• •

Nature Conservation

Comprehensive Redevelopment

Mixed Landuse associated with public transport

Intensification around Public Transport

Connectivity Sky city

Radial Concentric growth to linear growth pattern

Mixed Use and Higher Density

Housing low income affordable group along transit axis

• High Density • Mixed-income Development • Pedestrian & Cycle Friendly Environment

•Well Balanced Network, Mixed Landuse. • Relaxed Height Restrictions • Invested in a BRTS

• New zone identified for Affordable Housing along the Ring Road. • The DP proposed to maintain the compactness of the city by not releasing new land for development.

CASE STUDY

STRATEGIES FROM LITERATURE SURVEY INHERENT COMPACT

LOW RISE – HIGH DENSITY COMPACT URBAN FORM

HIGH RISE – HIGH DENSITY COMPACT URBAN FORM

TOD

NETHERLANDS

LONDON

PARIS

HONGKONG

SINGAPORE

CURITUBA

Prominent Characteristic of Urban Form

DISPERSED SPRAWL/ CONCENTRATED CITY CORE

LOW RISE HIGH DENSITY

VERTICALITY, SKY CITY

RING DEVELOPMENT

MIXED USE COMPACT

LINEAR GROWTH PATTERN

Scenario Prior to Compaction

DECAYING INNER CITY

SPRAWL

DECAYING INNER CITY

CONGESTION

Planning Strategies Applied

SPATIAL PLANNING AND TRANSPORT POLICY

COMPREHENSIVE REDEVELOPMENT +INTENSIFICATION PT

URBAN EXTENSIONS ALONG PUBLIC TRANSPORT

TOD

FUNCTIONAL DIVIDE, DECENTRALISED HUBS

TOD

Densification

NON – SPECIFIC

DESNITY LIMITS

DENSITY TARGETS FOR MUNICIPALITIES

DENSITY ZONING AROUND TRANSIT NODE

NON – SPECIFIC

DENSITY ZONING AROUND TRANSIT NODE

Intensification

HOUSING & EMPLOYMENT AROUND TRANSIT NODE

OPPORTUNITY ZONES

NON-SPECIFIC

MIX USE- HORIZONTALLY & VERTICALLY

MULTI-FUNCTIONAL MIXED USE DESIGN

MIXED USE ALONG STRUCTURAL AXES

Public Transport and Walkability

NMV & PUBLIC TRANSPORT

PUBLIC TRANSPORT

EFFICIENT TRANSPORTATION POLYCENTRIC

WELL CONNECTED TRANSPOT NETWORK + EXTENSIVE PEDESTRIANISATION

INTERCEPTOR CAR PARKS, ENHANCED WALKABILITY

TRINARY SYSTEM – PRIORITY, COLLECTOR,, CONNECTOR LINKS

Open/ Green Spaces

NETWORK OF NATURE CONSERVATION AREAS

GREREN BELT + AVOID ENCROACHING ON GREENFIELDS

ACHKNOWLEDGE THEIR ECONOMIC AND PUBLIC USES

NON SPECIFIC

CITY IN A GARDEN GREENING

INCREASE IN GREEN SPACES AS A POLICY DECISION 50 SQ.M / PERSON

Research /Techniques

VINEX (OPPORTUNITY) LOCATIONS

ESTMIATING SUSTAINABLE RESIDENTIAL DENSITY

ENVIRONMENTAL SUSTAIANBILITY

Results Achieved

REDUCTION IN GROWTH OF CAR TRAFFIC

CONCENTRATED DEVELOPMENT

WALKABLE, LIMITED URBAN SPRAWL

HIGH-DENSITY VERTICAL LAND USE DEVELOPMENT ALLOWS ECONOMIES OF SCALE

ENVIRONMENTAL FRIENDLY CITY

Lessons Learnt

HEAVY INVESTMENTS IN URBAN RENEWAL + RESTRICTIVE PLANNING

REDEVELOPMENT BETTER THAN SHIFTING DECONGESTING

DENSITY TARGETS, STAKEHOLDER PARTICIPATION

PEDESTRIANISATION

HOUSING LOW INCOME NEAR TRANSIT NETWORK,

VERTICAL, SKY CITY

URBAN RENEWAL, SOCIAL ACCEPTANCE, RESIDENTIAL URBAN FORM DICTATED BY TOD

CASE STUDY

INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES

DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS

Perspective from various researchers Character of Compact Development

Evolution of the Concept Comparative Appraisal of associated concepts

AMEERPET

HI-TECH CITY

High Rise - Dispersed

KUKATPALLY

Low rise- Low Density

PROFILE

Low rise- High Density

DENSITY

110 – 250 pph

PHYSICAL CHARACTER

Slightly countoured, Mostly plain area

Hilly, undulating, surrounded by water bodies and vegetation.

Slightly countoured, Maostly plain area

SOCIAL CHARACTER

Commercial Hub, SADP Zone

Information Technology center. Predominant commercial hub - ITIR

Residential Zone

ECONOMIC POTENTIAL

Potential for Intensification of more commercial, and institutional spaces

Upcoming potential for investment in IT/ITES and knowledge based sectors

Potential for commercial activities

ENVIRONMENTAL MILIEU

Few green spaces are present between plots

Located amidst strikingly large hillocks. Considerable presence of waterscapes and vegetation.

Small lakes (kuntas) and Greenscapes located admist residential setting.

20 – 40 pph

40 – 70 pph

DATA COLLECTION

Hitech-City Kukatpally

KUKATPALLY

Ameerpet

HITECH CITY

AMEERPET

Location of the Planning Zones considered for study

LINE 3 – SHILPARAMAM TO NAGOLE

Density of Planning Zone considered

Administrative zone of planning zone

LINE 1 – MIYAPUR TO FALAKNAMA

2000 m 1500 m 1000 m

500 m

2000 m 1500 m 500 m

1000 m

DATA COLLECTION

MEASURING THE PERFORMANCE OF COMPACT CITY: PROPOSED INDICATORS Category

Dense and proximate development patterns

Indicators related to compactness

Accessibility to local services and jobs

Data Collection

Measure

1. Population and urban land growth

Decadal Growth Rate

Non-Spatial

2. Population density on urban land

Population Density Gross/ Net DU Density Intersection Density

Spatial

Density

Statistics Dept.

Area of Developable Land

Spatial

Density

Site Survey| Proposals| LU

Non-Spatial

Density

Site Survey

3. Retrofitting existing urban land 4. Intensive use of buildings

5. Housing form

6. Trip distance

Urban areas linked by public transport systems

Urban Form Element

Indicator

Occupancy Rate Building Footprint - Setbacks Building Type Condition of Building FAR Building Height vs Road space To nearest school/ shop/ etc Road Length Time Taken

Municipal Office

Spatial

Density/ Housing/ Building Type/ Urban Layout

Spatial

Connectivity/ Accessibility

Site Survey| Mapping

Site Survey

7. Urban land cover

Landuse

Spatial

Landuse

Mapping

8. Trips using public transport

No. of trips by bus/ mmts/ IPT

Non-Spatial

Infrastructure

Transport Survey

9. Proximity to public transport

Distance to transit node Time taken to transit node

Connectivity/ Accessibility

Site Survey

Landuse

Statistics Dept.

Accessibility

Mapping

Accessibility

Mapping

Connectivity/ Accessibility

Site Survey

10. Matching jobs and homes 11. Matching local services and homes 12. Proximity to local services 13. Trips on foot and by bicycle

Employment Rate

Spatial Non-Spatial

No. of schools/ shops/ theatres/ community centres/ religious spaces per unit population Non-Spatial Minimum and maximum distance from residential complex to schools/ shops/ theatres/ community centre/ religious spaces/ GPO/ Banks/ ATMs/ Police/ Fire No. of trips by bus/ MMTS/ IPT Non-Spatial Length of pedestrian/ bicycle network

Source: OECD Compact City Policies| Jenks M, Jones C, Elements of Urban Form, Dimensions of Sustainable Cities

DATA COLLECTION

SURVEY Visual Mapping

SURVEYS

Neighbourhood Survey

Expert Opinion Survey

•

TO STUDY/ ASSESS

• • • • •

Landuse Open Spaces Road layout Footpath StreetLights

STAKEHOLDERS INVOLVED

Residents, Retail shop owners

RATIONALE FOR REDEVELOPMENT

Social Acceptance| Perception

•

Weightages for various parameters of Density, Landuse, Urban Layout, Infrastructure, Connectivity/ Accessibility and Compactness Index

Planners, Bureaucrats, Real Estate Developers, Academicians, Technical Experts (APPCB) Metro Rail Officials Consultants to HMR

•

Social acceptance and economic feasibility for thresholds fof compaction Present inadequacies

Residents, Retail shop owners

Economic Feasibility

Traffic Survey

• • • •

Travel Patterns Peak Volume Count Pedestrian Requirements

Safety

Perceived safety in purview of the metro

Scope for walkability

Residents, Pedestrians

Women and children

Environmental Scope

SURVEY PROCEDURE

INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES

To predict and project the growth pattern/ trend in the different areas under consideration To comprehend and assess the existing scenario of the different zones for the elements of urban form To understand the future perspective of the zones under consideration based on the real estate trends

PROPOSALS

To establish the priority parameters in order to estimate the scope and means of compaction in the different areas under consideration.

CONCLUSIONS

Comparative Assessment

DATA COLLECTION â&#x20AC;&#x201C; SURVEYS & INVENTORY DATA ANALYSIS

1. To predict and project the growth pattern/ trend in the different areas under consideration. PARAMETER

AMEERPET (ward no. 99)

KUKATPALLY (ward no. 122)

GACHIBOWLI (ward no. 111)

Total No. of Households

6160 (HH size 5.54)

7499 (HH size 4.58)

8581 (HH size 4.58)

Total Population (2011)

34126

34346

39304

Population Density (2011)

110-250 pph (180 pph)

40-70 pph

20-40 pph

Projected Population acc. to the trend in the particular zone (2021)

40609 (19% DGR)

40609

53579 ( 56%DGR)

53579

64065 (63% DGR)

64065

47092

48325

72812

83584

88826

104426

Projected Population acc. to the trend in the particular zone (2031) Projected Density (2021)

110 PPH

180 PPH 190 PPH

Projected Density (2031)

220 PPH

145 PPH

65 PPH 165 PPH

88 PPH

106 PPH

Total Literates

28542

25873

16333

Total Male Population

29776

17984

19704

Total Female Population

29294

16362

19600

Total Workforce

24843

11140

12656

Broad Area

2.5 sq. km

4.9 sq. km

9.8 sq. km

Population Projection (AM Method)

Population Projection (GM Method)

100000 150000

80000 60000

2011

40000

2021

20000

2031

100000 50000 0

Ameerpet Kukatpally Madhapur

Ameerpet

Kukatpally

Madhapur

• Drastic rise in the densities projected for the Kukatpally and HiTech city zone as against gradual increase in the core Ameerpet zone • The number of literates is least in Gachibowli zone • Main workforce in comparison to total workforce is comparatively less in the Ameerpet zone where the remaining number are engaged as labourers and marginal workers. SOURCE: Census (1991 and 2001)

DATA ANALYSIS

2. To comprehend and assess the existing scenario of the different zones for the elements of urban form AMEERPET (ward no. 99)

HI-TECH CITY (ward no. 111)

KUKATPALLY(ward no. 122)

DATA ANALYSIS

3. To understand the future perspective of the zones under consideration based on the real estate trends PARAMETER

AMEERPET (ward no. 99)

KUKATPALLY (ward no. 122)

GACHIBOWLI (ward no. 111)

INFRASTRUCTURE

RESIDENTIAL COST (HIGH END)

6000 – 8000 / SQT

4000 – 6000 SQT

4500 – 6000 / SQT

RESIDENTIAL COST (MID-SEGMENT)

3000 - 4000/SQT

2900 – 4000/ SQT

3500 – 4000 / SQT

RENTALS

15,000 – 20,000 SQT

10,000 – 14,000 SQT

12,000 – 14,000 SQT

PROXIMITY TO RETAIL

2 kms radius

3 kms radius

5 kms radius

EMPLOYMENT GENERATION CAPACITY

Commercial (limited)

Commercial / Retail Sector

IT-ITES Sector

PROXIMITY TO PUBLIC TRANSPORT

Close to upcoming metro and bus stops present every 500m along the main stretch.

MMTS station and upcoming Metro Is an impetus to the growth of micromarket.

Upcoming Metro located close to Office and Institutional zone.

• Presence of landmark residential projects, commercial facilities and organised retail developments • Recent launches in this region have received the positive response. • High-end launches comprising of 11% of total launches were concentrated in Madhapur - Gachibowli micro markets.

SOURCE: CityBank Property Insights, Quarter 3, 2013, Cushman Wakefield reports , ICICI Property Services Group

DATA ANALYSIS

EXPERT OPINION SURVEY

4. To establish the priority parameters in order to estimate the scope and means of compaction in the different areas under consideration. ELEMENT

INDICATOR Increase in Population Density Increase in Residential Density

Increase in Traffic Density DENSITY

Utilise Developable Land Increase in Occupancy Rate Increasing FAR

BASIS FOR SCORING d> 270-5, 270>d>150, 150>d>100-3, 100>d>50-2, d<50 - 1 500<du<300-5,250<du<3504,200<du<250-3, 150<du<200-2, du<150-1 Very High V/C - 5, High v/c-4, Moderate3,Low-2, Very Low-1 Very High - 5, High-4, Moderate-3,Low-2, Very Low-1 Fsi > 8 – 5, 8> FSI> 4-4, 4<FSI<2-3, 2<FSI<1-2, FSI<1-1

LANDUSE

HOUSING AND BUILDING TYPE

Need to Incorporate Mixed Landuse Workforce/ Employment Generation Increase Building Footprint Multiple Use type Building Improve structural Building condition Increase bldg height Increase Road width

Very High - 5, High-4, Moderate-3,Low-2, Very Low-1 Mixed use(physical & temporal) Very High - 5, High-4, Moderate-3,Low-2, Very Low-1 >G+19-5, G+7-H-G+19-4,G+3,H,G+73,G<H<G+3-2,G-1 Very High - 5, High-4, Moderate-3,Low-2, Very Low-1

URBAN LAYOUT

INFRASTR UCTURE/ CONNECTI VITY

Improve Road Network Increase Length of Pedestrian Network Increase length cycle network

Very High - 5, High-4, Moderate-3,Low-2, Very Low-1

Reducing Trip distance to nearest purpose/ activity Time taken Number of trips by bus, MMTS, IPT, walk, private Avg. Distance to transit node Avg. time taken to travel to transit node

D<1.5 KM (5), 1.5<D<2.5 (4), 2.5<D<3.5 (3), 3.5<D<5 (2), D>5 (1) T < 5 MINS (5), 5-15 (4), 15-30 (3), 30-60 (2), > 1 hr (1)

MAXIMUM SCOPE FOR COMPACTION THROUGH INCREASE LENGTH OF PEDESTRIAN NETWORK

REDUCING TRIP DIS (WORK)

REDUCING TRIP DIS (EDU)

REDUCING TRIP DIS (SHOP)

REDUCING TIME TO (WORK)

REDUCING TIME TO (EDU)

INCREASE TRIPS BY (METRO)

INCREASE TRIPS BY (WALK)

RED. AVG. TIME TO T. NODE

INCORPORATE MIXED LANDUSE

4.5

REDUCING TRIP DIS (RECRE)

4.5

REDUCING TIME TO (SHOP)

4.5

INCREASE POPLN DENSITY

UTILISE DEVELOPABLE LAND

INCREASE OCCUPANCY RATE

MULTIPLE USE BLDG

IMPROVE ROAD NETWORK

INCREASE CYCLE NETWORK

REDUCING TIME TO (RECRE)

INCREASE TRIPS BY (IPT)

RED. AVG. DIS. TO T. NODE

INCREASING FAR

3.5

EMPLOYMENT GENERATION

3.5

Translation to Spatial Planning Policy Strategies & Design Tools PEDESTRIANISATION PROVISION OF COMMERCIAL AND RETAIL IN CLOSE PROXIMITY PLAN FOR MULTIPLE USE BLDG STRENGTHEN PUBLIC TRANSPORT (FREQUENCY AND NETWORK) REMOVE ROAD BLOCKS/ ENCROACHMENTS IMPROVE PEDESTRIAN NETWORK MIXED LANDUSE - physical INCREASE FSI INCREASE BUILDING HEIGHT IMPROVE SOCIAL MIX (TDR) MIX OF ACTIVITIES - TEMPORAL MIX OF ACTIVITIES - TEMPORAL MAPPING OF BUILT-UP AREA CYCLE TRACKS (as per feasibility) IPT – as efficient Last Mile Connectivity SURVEILLANCE

RELATE THROUGH FORWARD AND BACKWARD LINKAGES

DATA ANALYSIS

5. Comparative Assessment LANDUSE MIX 120 Percentage

100 80

Mixed

Institutional

40 20

Commercial

Residential Ameerpet

Kukatpally

•The Landuse pattern at Ameerpet and Kukatpally highlight the blend of activities whereas in Madhapur, the high institutional mix due to presence of offices and educational institutions highlight a segregated pattern.

Madhapur

300 250 200 150 100 50 0

DENSITY MIX

4 FSI

Persons per hectare

Zone

Density Max. Density

• A comparison of both graphs indicates how the high density does not directly translate into FSI permitted.

2 1 0

Ameerpet Kukatpally Madhapur

Ameerpet

Zone

Madhapur

Zone

LOCAL EMPLOYMENT PERCENTAGE

100 Percentage

Kukatpally

80 60

Working within Neighbourhood

40 20

Working outside Neighbourhood

0 Ameerpet

Kukatpally Zone

•Neighbourhood survey findings indicated considerable worktrips within a radius of 3 kms in Ameerpet zone, whereas in Kukatpally and Madhapur, the residents had to travel for an average distance of 10 kms daily, (one way) to reach their workplace.

Madhapur SOURCE: Neighbourhood Survey, Maps/ HUDA Masterplan 2021, ICICI Survey Report Q1 2012

DATA ANALYSIS

COMPARATIVE ASSESSMENT TRAVEL HABIT Work trip 60

2-Wheeler

4-Wheeler

Bus

0 Ameerpet

Kukatpally Madhapur

Zone

Education trip

Percentage

Walk

Percentage

Shopping trip 60 40 20 0

IPT

Ameerpet

MMTS

Kukatpally

50 40 30 20 10 0

Madhapur

Ameerpet

Zone

Kukatpally

Madhapur

Zone

TRAVEL DISTANCES Shopping Trip

Walk 2-Wheeler 4-Wheeler Bus Ameerpet Kukatpally Madhapur

Zone

IPT

Distance

25 20 15 10 5 0

Education Trip

Distance

Work trip

4 2 0 Ameerpet

Kukatpally

Zone

Madhapur

10 8 6 4 2 0 Ameerpet

Kukatpally

Madhapur

Zone

• Dependence on 2-wheeler’s is maximum irrespective of zone • A considerable section preferred walking to work in Ameerpet and Kukatpally, but Madhapur proved to be otherwise irrespective of the efforts taken by the CDA in making the area pedestrian and cyclist-friendly. Also, walking the large distances in Madhapur doesn’t seem feasible to many. • Preference to walk and use bus services for shopping and education trips as against usage of 2-wheelers and 4-wheelers in case of work trips. • Long distances are covered by bus irrespective of trip purpose. IPT is user for work trips if the distance is less, but for shopping and education, it is preferred even though the distances are relatively longer. SOURCE: Neighbourhood Survey

DATA ANALYSIS

PHYSICAL INFRASTRUCTURE

Total length of the distribution system is 1727 Km 90 % of population are covered with potable water supply in MCH area and 65% in surrounding municipalities. • Piped water supply in MCH area is around 70% and is much lower in surrounding municipalities, averaging to around 43%. • Water is supplied for ½ hr to 2 hrs every alternate day in MCH area and 1 hr every third day in surrounding municipalities. • •

Current estimated demand stands at 290 mgd but installed capacity is merely 245 mgd. • Estimated ground water extraction that supplements water supply is 25 mgd which accounts to only around 270 mgd supply. • The gap between demand and supply is likely to only widen by 2021 when it is estimated that 400 mgd is required. •

PARAMETER

AMEERPET (ward no. 99)

KUKATPALLY (ward no. 122)

GACHIBOWLI (ward no. 111)

Total No. of Households

6160 (HH size 5.54)

7499 (HH size 4.58)

8581 (HH size 4.58)

Total Population (2011)

34126

34346

39304

Projected Population acc. to the trend in the particular zone (2021)

40609

53579

64065

Present Consumption

1.32 mgd

1.33 mgd

1.52 mgd

Projected Requirement

1.57 mgd

2 mgd

2.48 mgd SOURCE: Census (1991 and 2001) and CDP

DATA ANALYSIS

PHYSICAL INFRASTRUCTURE AMEERPET (ward no. 99)

KUKATPALLY (ward no. 122)

GACHIBOWLI (ward no. 111)

Present Sewerage Output (2011)

1.056 mgd

1.06 mgd

1.22 mgd

Sewerage Output (2031)

1.25 mgd

1.6 mgd

1.98 mgd

Solid Waste Generation (2011)

18.4 tons

22.4 tons

25.7 tons

Solid Waste Generated (2031)

21.7 tons

35 tons

41 tons

Infrastructure

Satisfaction Level

PARAMETER

Water Supply

Sewerage

Drainage

Solid Waste

Power Ameerpet Kukatpally Madhapur

• •

Until, 2001, Kukatpally and Gachibowli had OSD sewerage system, which is being upgraded. Upgradation of quality of service very essential

Zone

Telecom

• The HUA generates around 3379 tons of solid waste every day out of which MCH contributes to 2240 tons and surrounding municipalities contribute towards 1139 tons at a per capita generation rate of 600 gms/cap/day. • MCH shows a collection efficiency of over 91%, whereas, surrounding municipalities shows a collection efficiency of 95%.

SOCIAL INFRASTRUCTURE Ameerpet

Kukatpally

Madhapur

2011

2031

2011

2031

2011

2031

Primary Schools/Secondary Schools

18/6

28/8

32/10

Pvt. Aided/ Degree colleges

Engg. Colleges

Co-operatives

Commercial Banks

Hospitals

Cinema Halls

Parks

Satisfaction Level

Facility

Schools

Parks

Health

Shopping

0 Ameerpet

Kukatpally

Madhapur

Public Transit

Zone SOURCE: Census (1991 and 2001) , UDPFI

DATA ANALYSIS

TRAFFIC & TRANSPORT SURVEY

Percentage

100 80

<500

500-1000

12%

1000-2000

Bus

2%4% 2%

2-Wheeler

34%

Auto 4-Wheeler

10%

Walk

2000-3000

0 < 5000

5000-10000

INCOME GRP VS EXPENDITURE ON TRAVEL

10000-20000

>20000

MMTS

> 3000

36%

Income Bracket

MODAL SPLIT

Cycle

LINK NAME

PEDESTRIANS

PCU

V/C

PAVEMENT

ENCROACHMENT OF PAVEMENT

ENCROACHMENT OF ROAD

ON STREET PARKING

PROMINENTM ODE ALONG THE LINK

Somajiguda to Ameerpet at Maitrivanam

1684

6400

0.88

Present

Yes

At certain pockets

2-Wheelers only

Two-Wheeler

KPHB Bus Stop to JNTU

2610

7594

1.05

Absent

Informal Sector near the ParaTransit Stand

Present along the Commercial Stretch

Two-Wheeler’s and Buses

Madhapur to Shilparamam at Hi-Tech City

966

4824

0.67

Present

Two-Wheeler’s and FourWheeler’s

• Majority of the people MIG spend close to 1000 – 3000 Rs. Per month on transportation alone. Which amounts to Rs. 25 to 70 per trip. • Majority share prefer to travel by 2-wheelers or bus as per convenience and budget. • The Hi-Tech City metro station location faces least hindrance due to traffic relatively to the upcoming station at Ameerpet and Kukatpally. • Kukatpally stretch faces a serious issue of traffic congestion due to a large pedestrian movement and traffic movement with intermittent pavement tus, creating multiple conflict points • The Kukatpally road also needs to be recovered from potholes. Congestion due to IPT parking is a serious concern on this stretch. • Ameerpet commercial zone faces a major problem of slow moving traffic which is a result of the conflict caused during peak hours SOURCE: Traffic Volume Survey, Intersection Count Survey & CTS Report by LEA Associates

DATA ANALYSIS

NEIGHBOURHOOD SURVEY

RESIDENT PERCEPTION 50 40 30 20 10 0

G G-G+3 G+3-G+7 G+7-G+19 Ameerpet Kukatpally Madhapur

Zone

Satisfaction

Relocation of Residence Percentage

Percentage

Maximum Building Height 100 80 60 40 20 0

Yes No Ameerpet

>G+19

Kukatpally

Madhapur

Zone

Residentâ&#x20AC;&#x2122;s Perception Survey

avg. dist. to shops no of shops

5 4 3 2 1 0

intensity of noise overall infrastructure street lighting community activities quality of environment perceived privacy

Ameerpet

Kukatpally

perceived safety

Madhapur

walkability

Zone Avg. Dist. To Shops D<1.5 KM (5), 1.5<D<2.5 (4), 2.5<D<3.5 (3), 3.5<D<5 (2), D>5 (1)

No Of Shops

Intensity Of Noise

Overall Infra.

Street Lighting

Community Activities

Quality Of Environment

Perceived Privacy

Perceived Safety

Walkability

Very High - 5, High-4, Moderate3,Low-2, Very Low-1

Highly Satisfied - 5, Satisfied-4, Moderate3,Dissatisfied2, Highly dissatisfied-1

Very High - 5, High-4, Moderate3,Low-2, Very Low-1

DATA ANALYSIS

RETAIL SURVEY

OWNER’S PERCEPTION Maximum Building Height

Relocation of Shop closer to Metro 80

G-G+3

G+3-G+7

G+7-G+19 Ameerpet Kukatpally Madhapur

Satisfaction

Zone

Percentage

60 40

Yes

0 Ameerpet

>G+19

Kukatpally

Madhapur

Zone

Retail Owner’s Perception Survey

avg. dist. to shops

no of shops

overall infrastructure

intensity of noise

street lighting

community activities quality of environment

0 Ameerpet

Kukatpally

perceived safety

Madhapur

walkability

Zone Avg. Dist. To Shops

No Of Shops

Intensity Of Noise

Overall Infra.

Street Lighting

Community Activities

Quality Of Environment

Perceived Safety

Walkability

D<1.5 KM (5), 1.5<D<2.5 (4), 2.5<D<3.5 (3), 3.5<D<5 (2), D>5 (1)

Very High - 5, High-4, Moderate-3,Low2, Very Low-1 On the variety of mix of various items sold

Very High - 5, High-4, Moderate-3,Low2, Very Low-1

Highly Satisfied 5, Satisfied-4, Moderate3,Dissatisfied-2, Highly dissatisfied-1

Very High - 5, High-4, Moderate-3,Low2, Very Low-1

DATA ANALYSIS

NEIGHBOURHOOD SURVEY

Will you travel by Metro once it is operational? - 100% said “Yes” in all three zones METRO RAIL - USER PERCEPTION Response to Metro 5

100

station as commercial hub

4 Walk

Bus IPT

0 Ameerpet Kukatpally Madhapur

Percentage

Mode of Travel to Station

Private

Zone

saving in cost

solution to parking prob walkability

improve road congestion

reductn air polln reducing travel time

reducing travel distance

Zone Preferred mode of transport

80 60 40 20 0

120 0-15 mins 15-30 mins 30-45 mins 45-60 mins

Zone

> 1hr

Most preferred mode to metro station is walking. Majority Respondents preferred to reach destination by 30 mins at the max. • 2-wheeler is the most convenient, bus, most safe and economical mode of transport • •

100

Percentage

Desired Travel Time

Metro

Bus

Auto

Car

2 Wheeler

Cycle

0 Convinience

Safety

Budget

Zone

DATA ANALYSIS

Walk

COMPARATIVE ASSESSMENT AIR POLLUTION Average RSPM of 60ug/m3

Value (micro g/cu. m)

RSPM levels

Industrial permissible range

150

Commercial permissible range 2009

100

2010

2011

0 Ameerpet

Kukatpally

Madhapur

2012

Zone

NOISE LEVEL

Location

Maximum dB(A)

Average

Ameerpet

93.10

81.76

Kukatpally

Madhapur

• Noise level in a public place shall not exceed 10 dB(A) above the ambient noise standard for the area or 75bB(A) whichever is lower. • Daytime permissible 65dB(A) ad night 55dB(A) in commercial and 55dB(A) in residential areas • Daytime permissible 75dB(A) and night 70dB(A) in Industrial areas • Increasing noise pollution attributed to rising vehicular numbers

Percentage

SOCIAL MIX 120 100 80 60 40 20 0

HIG HMIG MIG LIG Ameerpet

Kukatpally Zone

Madhapur

EWS

• Survey findings indicate the following social mix in the planning zones where a large section of the population belong to the MIG and HMIG group. • Ameerpet zone has greter share of HMIG in comparison to Madhapur and Kukatpally. • Kukatpally and Madhapur also comprise of colonies away from the Arterial street which bring forward the ambiguity faced in describing the social mix of the region. SOURCE: Neighbourhood Survey, APPCB,

DATA ANALYSIS

KUKATPALLY • The localities in Kukatpally closer to Hi-Tech City share educational institutions and hospitals. • IT sector led to rise of UMIG migrants. • Largest colony in Asia – KPHB • Road connecting the JNTU to Cyber Towers is witnessing a spurt in township projects, malls and multiplexes. • Commercial activity in Kukatpally spurred. (Manjeera and Cinepolis) • Substantial increase in rentals for commercial spaces. • Small stores and eateries that paid a few thousands pay almost a lakh of rupees as monthly rent. • Some owners of MIG houses made way for commercial development. • Smaller lanes adjacent to plush malls and townships house KPHB and kirana stores with no traces of otherwise claimed sophistication • New MIG apartments home to young working professionals. • Rhythu Bazar and Manjeera Mall co-exist and equally draw considerable number of customers

PRIORITY PLANNING ZONE

Absence of pedestrian walkways and separation between modes of travel, leaving no or very little scope for walking along the internal streets towards residential zones

Absence of parking and IPT stands creates chaos, especially during peak time.

Absence of pedestrian pathways along the roads. Absence of separation of pedestrians from mainstream traffic and haphazard movement major concern of safety

Area under the metro rail lies bereft of any function

NOD E

AREA

NEED FOR INTERVENTION

KALANJALI

Conflict of Pedestrian Movement, Parking Issue

RYTHU BAZAR

Conflict of Pedestrian Movement, Parking Issue, Encroachment

JNTU

Location of Metro Station

KPHB

Medium- Density Residential Colony

MAIN ROAD

Scope for Pedestrian Movement

TOWARDS JNTU (metro)

Metro Line, Parking Issue, Haphazard Commercial Development

BHAGYANAGAR COLONY

Low-Density Residential Colony

WESTERN HILLS

Low Density Residential Development â&#x20AC;&#x201C; potential for commercial dev.

GPR MULTIPLEX

Commercial Stretch, Traffic Congestion

DOUBLE ROAD AREA

Medium Density Residential zone with potential for mixed-use development, Parking Issue

VASANT NAGAR COLONY

Low-Density Residential Development

OPEN GROUND

Vacant Land (Private)

KPHB PHASE VI

Residential Zone with potential for mixed-use development

Encroachment on the road in front of Rythu Bazar area

Streetscape at the metro station location

Commercial street metro rail corridor

along

PRIORITY PLANNING ZONE PROPOSALS

LANDUSE CHARACTERISTICS OF THE PLANNING ZONE From Pragathi Nagar

Plan for Multiple Use Bldgs for a radius of 300 m around station

Improve Pedestrian Pathways and amenities along the road network of greater hierarchy

Develop vacant land

Metro Station Location Pedestrianisation, along with provision of parking and IPT stands at 300 m. Develop cycle network for 500 m radius

Plan for Multiple Use Bldg for 300 m on either side of metro network

Prepare an alternative traffic mgmt. plan to tackle congestion

Increase Residential Density in accordance to the economic scope and social acceptance

From Balanagar Manjeer Township

Increase Building Ht. in accordance to the economic scope and social acceptance

•Parking req. 381 pcu • Area of Planning zone – 2.62 sq. kms • Social Mix – UMIG, MIG • Range of plot sizes – 150 to 650 sq. yards • Building Height along road – G-G+7 (max.) • Bldg. Ht. away from road network – GG+2(max.) • No. of Households – 4000 (18340 ppl)

Plan for a Temporal Mixed Use by creatively integrating activities

Provision of off-street parking facilities close to market area

New projects to have mix of EWS, LIG, MIG & HIG for enhanced social integration

1.5 14.5

From Madhapur/ Malaysian Township

40 20

Residential

Institutional

Commercial

Open Spaces

Vacant Land

Road Network

PROPOSALS

INITIAL CONSIDERATIONS FOR POLICY FORMULATIONS •

TRANSIT ORIENTED DEVELOPMENT

•

Multiple Use is permitted in areas covered by 300 mtrs from proposed MRTS Stations to encourage, Transit Oriented Development (TOD), walk to work etc. It is proposed to grant 150% of TDR (at present 100% of the areas surrendered is applicable for TDR) for area surrender for road widening free of cost to Local Body.

•

Since most MRTS stations are expecting the residential population to access the station through private vehicles, it is proposed that all stations being considered be designed as multi-modal hubs for effective traffic management based on the inputs gathered during traffic survey and ridership count of the metro at every station.

• •

Plot Sub-division permitted subject to minimum plot size of 50 Sq.Mtrs Considering threshold density limits of 300-500 du/ ha for Intense zone, 250-350 du/ha for standard zone and 200-250 du/ha for transition zone. (as drafted by UTTIPEC)

•

Plots Amalgamation will be permitted. Mixed uses is proposed to be permitted if the amalgamated plots size is 4000 Sq.Mtrs and above and abutting 18 mtrs road width.

•

Based on the inputs received from the real estate developers on the typology and scope of projects coming up in the various zones.

SOCIAL ACCEPTANCE

•

Based on the inputs received from the neighbourhood survey of residents and retailers for social acceptance of the concept of redevelopment for compaction.

ENVIRONMENTAL FEASIBILITY

•

Based on the threshold limits of air pollution and noise levels

MULTI-MODAL HUB

RE-DENSIFICATION

MIXED USE DEVELOPMENT

FINANCIAL VIABILITY OF PROJECTS

PROPOSALS

MAJOR AREAS OF CITY LEVEL POLICY INTERVENTIONS

• • •

Strong policies to bring vacant/ derelict land to productive use Intensification of low-rise low-dense developments and brown-fields to high-rise inorder accommodate threshold densities without eating away green spaces Improve and upgrade infrastructure to accommodate intensified usage. Incorporate alternative and appropriate technologies Review reasons for vacancy rate

• • • • •

Improve travel links to employment centres and the upcoming housing settlements Look into guided development for large areas Landpooling for comparatively compact areas Land reconstitution in case of small parcels in the core areas Land acquisition in case of public projects

•

Creating multi-nodal, self-sustained neighbourhoods, with CBD as source of employment for those livign around it. But, dispersion of home and work locations is limited. Pricing of the public transit system must be considered meticulously such that people do not shift to private mode.

• •

INCREASING THE HOLDING CAPACITY OF THE INNER CORE

DENSIFICATION OF PERIPHERAL SUB-CITIES

TRANSPORTATION POLICY TO REDUCE TRAVEL LENGTHS

•

DEVELOP COUNTER MAGNETS FOR IN-MIGRATION

• • •

Policy to ensure growth of secondary and tertiary towns surrounding the city Inclusion of private sector for increasing housing supply and provision of basic physical infrastructure. Inclusion of 25% EWS & LIG housing for land developed by private builders through increased FSI

PROPOSALS

URBAN DESIGN STRATEGIES FOR RE-DEVELOPMENT DENSITY • Threshold Densities of 350-500 du/ ha in the intense zone, 250-350 du/ ha in the standard zone, 200-250 du/ha in the transition zone is considered. The high density zone of 350-500 du/ ha is similar to the Ameerpet zone.

FAR • Maximum FAR permissible is 6 in the intense and standard zone, whereas in the transition zone it is 4.

BUILDING HEIGHT • G+19 to G+7 in the Intense Zone (i.e 300 m) around a metro station, G+3 to G+7 in the standard zone (i.e 800 m) and G to G+3 in the transition zone (>1000 m)

PLOT COVERAGE & SETBACKS • Minimum Front Setback for projects with plot size less than 2500 m is 3 m and for projects with plot size greater than 2500 m is 6m • Minimum rear setbacks for projects with plot size less than 2500 m is 1.5 m and for projects with plot size greater than 2500 m is 3m • Minimum side setbacks for projects with plot size less than 2500 m is 1.5 m and for projects with plot size greater than 2500 m is 3m • Maximum plot coverage for projects with plot size less than 2500 m is 50% and for projects with plot size greater than 2500 m is 40%. For smaller residential and commercial plots of size 2500 sq m to 250 sq m, it is 60%.

PLOT RE-ORGANISATION • Revenue generating plots to be identified and re-organised in coherence to priority planning activity • Developable land, old structures (under-utilised/ dilapidated), low built ground coverage to be identified as they provide maximum scope for re-development • Follow a grid of 120m with access road of 12 m at 30 m distance to satisfy the fire safety norms and ventilation for the G+7 structures

PLANNING GUIDELINES • Transfer of Development Rights • Accomodation Reservation • Incentive Zoning for the benefit of the community • PPP Mechanisms

URBANPROPOSALS DESIGN STRATEGIES

TRAFFIC & TRANSPORTATION GUIDELINES PEDESTRIAN ROAD NETWORK • Provision of min. 3 m wide uninterrupted footpaths on either side of the road • Green corridor to be provided as a separation between the road and the footpath and road • Regulation of the movement from footpath to the road by identifying specific locations for access

ROAD NETWORK & HIERARCHY • Restriction of vehicular movement within a radius of 300m and complete pedestrianisation • Widening roads along the 300 m pedestrian buffer for including cycle tracks and the peak traffic volume

INTERNAL ROADS • Making the internal roads pedestrian friendly by providing appropriate street Infrastructure • Eliminating visual barriers in purview of safety. Plantations used should have a porous cover such that the view through it is clearly visible • Incorporating a green spine along the road with intermittent plazas for seating or waiting

PARKING • Provision of parking at Mutli-modal hub to encourage travel by metro • Multi-level parking, private vehicles to be parked at upper levels and other IPT & cycles & two wheelers to be parked at ground and lower levels • Parking space for all residential and commercial buildings should be accommodated within the premises itself • Earmarking temporary spaces in cellars of buildings • Public car parking projects in private projects for insurance of extra/ additional incentive FSI. (FSI Parking Policy)

URBANPROPOSALS DESIGN STRATEGIES

CRITICAL ZONES/ NODES AND PLANNING POTENTIAL INDUSTRIAL ZONE From Pragathi Nagar

POTENTIAL FOR COMMERCIAL DEV

NORTH VACANT LAND

•Morning Peak – 6099 pcu • Evening Peak – 7594 pcu PARKING & PEDESTRIAN CONFLICT

WEST

KPHB

METRO STATION LOCATION Concentrated Development

•Morning Peak – 6099 pcu • Evening Peak – 7594 pcu •4610 pedestrians in peak hr

HAPHAZARD COMMERCIAL DEVELOPMENT

POTENTIAL FOR RESIDENTIAL DEVELOPMENT

EAST

Rythu bazar

POTENTIAL FOR RESIDENTIAL DEVELOPMENT

Manjeera

JNTU

NH 9

ENCROACHMENT

•2470 pedestrians in peak hr From Balanagar

Manjeera Township

KPHB GOCL PREMISES

COMMERCIAL AMEERPET ZONE

•Parking req. 381 pcu SOUTH PARKING & PEDESTRIAN CONFLICT

From Madhapur/ Malaysian Township

IT/ ITES ZONE (MADHAPUR)

• Area of Planning zone – 2.62 sq. kms • Social Mix – UMIG, MIG • Range of plot sizes – 150 to 650 sq. yards • Building Height along road – G-G+4 (max.) • Bldg. Ht. away from road network – GG+2(max.) • No. of Households – 4000 (18340 ppl)

PROPOSALS

PEDESTRIAN STREET NETWORK PLAN

Absence of pedestrian walkways and separation between modes of travel, leaving no or very little scope for walking along the internal streets towards residential zones

Absence of parking and IPT stands creates chaos, especially during peak time.

Absence of pedestrian pathways along the roads. Absence of separation of pedestrians from mainstream traffic and haphazard movement major concern of safety

Area under the metro rail lies bereft of any function

PROPOSED INTERVENTIONS

Skywalks, upper level pedestrian concourses at station level connected to the retail/ commercial spaces of the buildings

Introduction of a green spine along the major pedestrian network proposed along the area between the station and the adjoining area.

PROPOSALS

VEHICULAR TRAFFIC MANAGEMENT PLAN

Pedestrian conflict at the metro station area

Relative proportion of the height of the metro rail and the buildings corresponding to the station is visible

Mix of different modes of traffic

Relation between the road width and building height.

ACTION AREA PLAN PROPOSALS

PROBABLE URBAN FORM AND TYPOLOGY AROUND METRO STATION 300 M G+7- G+19 STOREYS

INTENSE ZONE

MRTS STATION

FAR 6 300-500 du/ ha

Retail Commercial Entertainment, Hospitality Office Spaces Apartments Residential Secondary Commercial Urban park, Mixed-Use Affordable Housing

STANDARD ZONE

250-300 du/ ha FAR 4 200-250 du/ ha

TRANSITION ZONE 1. 2. 3.

Residential School, Healthcare, Affordable Housing Small retail, Employment

G+7- G+19 STOREYS

300 M G+3 – G+7 STOREYS

500 M G+3 – G+7 STOREYS

Group Housing High-end residential Car zone Country club

BASED ON FINDINGS FROM NEIGHBOURHOOD SURVEY (SOCIAL ACCEPTANCE BY RESIDENTS AND RETAIL) REAL ESTATE SURVEY CASE STUDIES

ACTION AREA PLAN PROPOSALS

800 M G – G+3 STOREYS

1000 M G – G+3 STOREYS

MODIFIED LANDUSE Multiple-Use Buildings with vertical mix of commercial, retail and residential Transformation of undevelopable land into green park

Transformation of drainage stream into Green corridor

JNTU

Creating of intermittent open spaces

• • • • •

LANDUSE CHANGES IN ACCORDANCE TO ROAD WIDTH (18m) SUGGESTIVE BUILDING TYPOLOGY (as per casestudy) DISTANCE FROM METRO STATION (300 m) PLOT SIZE (4000 sq.m) ECONOMIC FEASIBILITY AS SUGGESTED BY REAL ESTATE DEVELOPERS

ACTION AREA PLAN PROPOSALS

UPCOMING PROJECTS WHICH CAN BE INTEGRATED WITH THE THESIS PROPOSALS

A Emami Swanlake High-End 43-75 lakhs 1500 sqft to 2000 sqft G+17

Phase I

Phase II Anu Sai Constructions 16 lakhs

B Lodha Belleza 3447 - 4761 Sq. Ft

PROPOSALS

Residential High Density

Multiple-Use Buildings with vertical mix of commercial, retail and residential

Transformation of undevelopable land into green park

Transformation of drainage stream into Green corridor Creating of intermittent open spaces

0 50

150

300

SCALE

Residential Mid Density

Major Commercial Precinct

PROPOSALS

500

Transformation in Landuse based on Plot Size • 4000 SQ. M PLOT SIZES FOR MULTIPLE USE • 2500 SQ. M PLOT SIZES FOR COMMERCIAL/ RETAIL PURPOSE Road Width • 18 m and above for multiple-use Proposed street network

Existing Landuse Pattern along the metro station node

Proposed Landuse

JNTU Retail outlet

High end residential

Metro Station

View of Commercial precinct along the metro station

Commercial Precinct

Low rise residential High density residential Parking Buffer at 300m Pedestrian entry only Parking Buffer

Low-rise Commercial Precinct

PROPOSALS

MODIFICATIONS TO THE URBAN FORM

EXISTING SCENARIO

PROPOSED RECOMMENDATIONS

DENSITY

• Present Gross Density is as low as 250 pph, translating to roughly 60 du/ha

•Residential Density of 350 du/ ha

BUILDING HEIGHT

• Average Building Height along 18m road is G+3, whereas maximum height is G+21 • Average Building Height along the internal roads is G+1 whereas maximum height is G+3

•Height of Mixed-use towers is proposed to be max. of G+19 • Residential tower height in the standard zone is proposed to be G+7

• Present range of plots is 125 sq.m to 600 sq. m for residences • Commercial plots have an average size of 2500 sq. m

• Proposed average plot size is 250 sq. m for residential area in transition zone, whereas for large residential projects, min. 2500 sq. m might be required. • Mixed use projects can be implemented only on projects with size > 4000 sq. m

•KPHB colony has a grid-iron layout whereas the surrounding areas of vasant nagar are relatively haphazard and not in compliance to the grid.

•Grid Iron pattern to continue with additional pedestrian pathways for better connectivity through walking. • Plazas and alternative diagonal routes in the intense zone for faster movement of pedestrians

• Presently in compliance with required standards

• PPP option for upgradation and provision of infrastructure suggested

• Mainly through bus & Feeder system greatly relied upon. No or little emphasis on walking

• Metro as the main means of transport with bus and IPT acting as feeder systems for better last mile connectivity. Emphasis on walking.

PLOT SIZES

URBAN LAYOUT

INFRASTRUCUTRE CONNECTIVITY

Residential Institutional Commercial

LANDUSE

Open Spaces Vacant Land Road Network

Residential Institutional Commercial Open Spaces Vacant Land Road Network Multiple Use

PROPOSALS

REFERENCES Books Mike Jenks, Nicola Dempsey, “Future Forms for Sustainable Cities”, 2005 Mike Jenks and Rod Burgess, “Sustainable Urban Form for Developing Countries” , First Published 2000 By Spon Press Reid Ewing “The Coming Era of Compact Development”, National Center for Smart Growth University of Maryland City Development Plan, Hyderabad OECD Green Growth Studies, Compact City Policies - A COMPARATIVE ASSESSMENT Hyderabad MasterPlan 2031 Hyderabad 2020, Draft MasterPlan for Hyderabad Metropolitan Area, HUDA Jan Scheurer , Compact City Policy: How Europe Rediscovered its History and Met Resistance Mike Jenks, Colin Jones, Dimensions of the Sustainable City Nicola Dempsey, Caroline Brown, Shibu Raman, Sergio Porta, Mike Jenks, Colin Jones and Glen Bramley, Elements of Urban Form Jody Milder, Sustainable Urban Form Transit Oriented Development: Policy, Norms . Guidelines, UTTIPEC, © Delhi Development Authority, New Delhi December 2012 Salient Features of the Revised Master Plan and Zoning & Development Promotion Regulations for erstwhile MCH Area notified for objections and suggestions from 18.12.2009 to 18.02.2010. Web References The Department of Housing, City Planning and Environmental Management, City of Tshwane Metropolitan Municipality, Prepared by: The Metropolitan Planning Section, City Planning Division –City of Tshwanein collaboration withThe Department of Urban and Regional Planning, University of Pretoria, May 2005 Urban Form Analysis, Canberra’s Sustainability Performance, June 2010, ACT Planning and Land Authority Designing our City, Planning for a Sustainable Singapore Research Articles

Chris Gossop,” Towards a More Compact City - The Plan for London”, The Plan for London, 40th ISoCaRP Congress 2004 Jeff Risom, Maria Sisternas, “Revisiting London’s first Garden Cities: failed utopian vision or a sustainable 21st century model”. Karteek Guturu, “An Urban Design Approach to a Sustainable Compact City in New Growth Potential Areas.” Dr Shibu Raman & Dr Nicola Dempsey, Research framework & methodology, Cityform India Conference 2012, Jan 9th New Delhi European Journal of Spatial Development,”Compact city development: High ideals and emerging practices”, Online Publication Date: 2012-10-08 Seema Dave, “Neighbourhood Density and Social Sustainability in Cities of Developing Countries”, Department of Architecture, Oxford Institute of Sustainable Development (OISD), Oxford Brookes University, Oxford, UK Md. Shakil Bin Kashem, Tufayel Ahmed Chowdhury, Joydip Majumder, Md. Asif Rahman, Quantifying Urban form: A Case Study of Rajshahi City Rajashree Kotharkar, Pankaj Bahadure, Ashish vyas, “Compact City Concept: It’s Relevance and Applicability for Planning of Indian Cities.” Elizabeth Burton, “The Compact City: Just or Just Compact? A Preliminary Analysis,” Urban Stud 2000 37: 1969 Yizhao Yang, “A Tale of Two Cities”, Physical Form and Neighborhood Satisfaction in Metropolitan Portland and Charlotte Yosef Rafeq Jabareen, , “Sustainable Urban Forms : Their Typologies, Models, and Concepts,” Journal of Planning Education and Research 2006 26: 38 Satmohini Isha Srivastava Ray and Chetan Vaidya, “Planning For Sustainable Urban Form For Indian Cities,” NIUA, Urban India Journal July-December 2011 issue Madhu Singh, “What is a compact city? How could it be measured?,” Transport Planner Directorate of Urban Land Transport, Bangalore Frediani, J, Giacobbe, N.; Ravella, O.; Pistola, J.” Compact city – Sprawl city two interacting forms”, Argentina 44th ISOCARP Congress 2008 P Shrivatsava, “Exploring Compact City: Reconfiguring the Compact City”, 2009 Satmohini Ray, Senior Research Fellow, NIUA, “Sustainable Urban Form For Indian Cities”, 9 January 2012 Yan Song and Gerrit-Jan Knaap, Measuring Urban Form: Is Portland Winning the War on Sprawl? Chen Youzhen, Duan Longlong, “From Garden City to Smart Growth: The Evolution and Management of New Urbanism”. S.P. Shorey, Architect and Town Planner, “Model Inclusive Zoning & Development Control Regulations for Indian Cities”, 2009

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